Internal-combustion engine.



A. A. LAZIER. '='NTERNAL COMBUSTION ENGINE.

APPLNSATION FILED APR.9,1912. L069fi9 I Patented Aug. 12, 1913.

2 SHEETS-SHEET 1.

A. A. LAZIER. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR.9, 1912.

Patented Aug. 12, 1913' 2 SHEETS-SHEET 2.

' Uni anion.

ARTHUR :A. LAZIER, 0F BUFFALO, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed April 9. 1912. Serial No. 689,545.

To all whom it may concern:

Be it known that I. ARTHUR A. LAZIER, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

.My invention relates to internal combustion engines, and relates more particularly to valve mechanism for such engines.

The several objects of my invention are to provide valve mechanism which is substan tially noiseless, which retains lubrication well, in which the valves 'are balanced, simple of construction and without seats to grind or regriml and which carbon does not affect, and which secures high ciiiciency in operation.

Other and further advantages ,will be evident from the following description.

Referring to the drawings herewith, Figure 1 is a vertical section of a cylinder formed with an offset, of a piston within the cylinder and of one of the valves Within the offseton the line 11 of. Fig. 2. Fig. 2 is a. horizontal section across the upper part thereof on the line'22 of Fig. 1. Fig. 3 is a vertical section of the offset and of the valves on the line 33 of Fig. 2, looking toward the left. Fig. 4 is a vertical section of the cylinder formed with an offset, of the piston within the cylinder and of the other valve within the ottseton the line 4-4 of Fig. 2. Fig. 5 is a horizontal section across the lower part thereof on the line 55 of Fig. 1. Fig. 6 is an elevation on a larger scale of one of my valve sleeves. Fig. 7 is a similar elevation of one of my valves.

The cylinder is provided with an exhaust port- 1 at the lower part, and a common'port 2 at the upper-part, which acts both as an exhaust port and an inlet or charging port, as hereinafter more fully described The exhaust port 1 is so situated that it is uncovered by the piston at; or nearthe end of.

the stroke, and the common port 2 connects with the cylinder at clearance. The offset of the cylinder provides a valve casing.

Mounted rigidly in borings inthe cylinder offset are cylindrical sleeves 3 and 4. These I plete and eitective in itself. and may be employed with other forms of charging valve mechanism than that which I show and describe.

, A series of radial openings 7 in the lower part of said. sleeve 3 registers with the port 1 and an opening 8 also in the lower part of said sleeve registers with an opening 9, 1n

the lowenpart of the offset, which discharges to atmosphere. Feciprocating within the sleeve 3 is a valve 10, which is actuated by a moving part of the engine. or which may be pneumatically operated. This valve 10 is a hollow cylinder, closed at both ends, provided with a series of radial openings v11 at Patented Aug.1 2,191l3. I

its lower end, capable of registration with the series of radial openings 7 in the lower end of the sleeve 3, and with a somewhat elongated opening 12 at the outer side capable of registration with theopening 8 in the sleeve 3 while the series of radial openings 11 are in registration with the series of radial openings 7 and also capable of registration with the opening 8 for a shortperiod after the exhaust port 1 has been closed at the series of radial openings 7 by thedown- Ward movement of the valve 10, and is-also provided with a series at radial openings 13 at the upper part capable of registration with the series of radialyopenings 5 in the upper part of the sleeve 3. The valve l0-is provided with packing-rings in well-known form, and the bridges formed-bythe series ofradial openings 5 in,thc sleeve 3 permit theringsto pass the series of radial openings 5. Since both ends of the valve 10 are closed and since both ,pressure and suction at the common port 2 are equally distributed about the cylindrical body of'the valve, and since no side pressure is exerted at-theexihaust port 1 whenthe valve 10 ism-meson,

= said valve 10 is a balanced valve.

The operationand .function of the valve is as follows: Assuming the parts to be in the position shown, when an explosion stroke has just been completed, the piston has uncovered the exhaust port 1 and the series of radial openings 11 and the elongated opening 12 are in position so that the extremely hot gases are discharged under pressure to the atmosphere through the offset opening 9 and immediately that this discharge takes place and as the piston starts upwardly to cover the exhaust port 1, the valve 10 moves downwardly suflicient to cover the series of radial openings 7, but still keeping the openings 8 and 9 open, and bringing the series of radial openings 13 into registration with the series of radial openings 5. The extremely hot gases having thus been ren1oved,and the pressure in the cylinder materially reduced, the upward movement of the piston forces the spent gases out through the common port 2, series of radial openings 5 and 13 and into the tubular passage of the valve 10, and thence out through the openings 12, 8 and 9 to the atmosphere. The effect of this operation, as stated, is to discharge the hot and high-pressure gases through the exhaust port 1, to close that port immediately, after such discharge, and before the normal pressure reaction takes place which causes the usual report or noise of exhaust discharge, andto open the tubular passage above described to the common port 2 for the expulsion of the gases. Since these remaining gases are of very much lower temperature and tension, they are driven out through the series of radial openings 5 and 13 and through the tubular passage in the valve 10, without blowing out or burning out the valve lubrication and without noise. At the close of the exhaust stroke of the piston the valve 10 moves upwardly, carrying the series of radial openings 11 and elongated opening 12 out of registration with the exhaust port 1 and series of radial openings 7 and opening 8, so that spent gases cannot be drawn into the cylinder through port 1 at the close of the suction stroke of the piston when the exhaust port 1 is uncovered by the piston. It is also to be noted that, as the tubular valve 10 is closed at both ends, it is at all times balanced with respect to internal pressures, and also that, since the common port 2 entirely surrounds the sleeve 3 and the series of radial openings 5, the external pressures upon the valve 10 are also balanced.

Referring now especially to Figs. 3 and 4, the charging valve 14 works in a sleeve 4 provided with a series of radial openings 6, in its upper part, substantially identical in construction with the series of'radial openings 5 of the sleeve 3. This sleeve 4 has an the sleeve 4, which radial openings, as above ings 7 and 11 appear in the sleeve 3 and 'valve 10 respectively. This valve 14 has a series of radial openings 15 in its upper part capable of registration with the series of radial openings 6 in the upper part of stated, are in communication with the port 2. The valve 14also has an opening 16 capable of registration with the opening 4 and inlet 17, and this valve is provided with packing-rings in like manner as the ex haust valve.

The operation is as follows: When the piston has completed its up-stroke following the combustion stroke, the valve 14 moves down to bring the series of radial openings 15 into registration with the series of radial openings 6 and the elongated opening 16 into registration with-the opening 4 and inlet 17. When the piston descends on the suction stroke of the piston, air and fuel are drawn in throughthe inlet 17 and openings 4 and 16, the tubular passage of the valve 14, the series of radial openings 15 and 6 and the common port 2 into the cylinder. Upon the completion of the suction stroke of the piston and before the com- 'pression stroke of the piston begins, the

valve 14 moves upwardly, cutting off connection between the series of radial openings 15 and'6. In this manner a charge of fuel and air is delivered to the cylinder without any residuum of dead gases (save the negligible'amount contained in the port 2) and the valve closed for the compression stroke of the piston.-

It will be evident that, by proper timing of the closing movement of the valve 14, the fuel and air supply may be throttled or governed as desired.

To describe the operation as a whole is unnecessary, since it will be understood that, during the exhaust period, the valve 1.4 is closed, that during the charging stroke the valve 10 is-olosed to both ports 1 and 2, since if the exhaust port 1 was not closed byv the 5 valve moving upward, burned gases would be drawn into the cylinder at the end of'the suction stroke of the piston; and during the compression and combustion strokes of the piston both valves are closed.

It will thus be seen that, by this construction, I am able to discharge the highly-heated and compressed gases directly to at- 1nospheregases which have a temperature at the instant of initial discharge of ap- 125 proximately 1500 degrees F. This done, the remaining gases of low'tension and temperature are discharged through the tubuopening 4 at its lower end iu constant reglar passage in the valve 1 during the ex- 5 istration "with the inlet 17. Within this 1 haust stroke without blowing out or burn- 13g ing out the valve lubrication, and practically without noise. It will also be seen that these valves, not having to be ground and heated, are kept tight by the simple and effective piston-ring construction; and the other advantages are self-evident.-

Having thus described my invention, 1 claim 1. An internal combustion engine COHI- prising: a piston, a cylinder'having an exhaust port adjacent to the piston-stroke limit and an exhaust port adjacent toclearance and formed with an ofiset providing a valve casing and having a boring therein to receive'a valve, a hollow, tubular, balanced, reciprocating valve in said boring having an openin capable of registration with said port adjacent to the piston-stroke limit and also having an opening capable of registration with said port adjacent to clearance, and means tor'reciprocating said valve so as to open said port adjacent to the pistonstroke limit when the same is uncovered by the piston at the end of the combustion stroke of the piston, and so as to open said port adjacent to clearance during the exhaust stroke of the piston.

2. An internal combustion engine comprising a piston, a cylinder having an exhaust port adjacent to the piston-stroke limit and also having a port adjacent to clearance which serves alternately as an exhaust port and as an inlet port and formed with an offset providing a valve casing and having aboring therein to receive a valve, a hollow, tubular, balanced, reciprocating valve in said boring having an opening capable of registration with said port adjacent to the piston-stroke limit and also having an opening capable of registration with said port adjacent to clearance, and means for reciprocating said valve so as to open said port adjacent to the 'pistonstroke limit when the same is uncovered by the piston at the end of the combustion stroke of the piston, and so as to open said port adjacent to clearance during the exhaust stroke of the piston. i

3. An internal combustion engine comprising a piston, a cylinder formed with an offset providing a valve casing and having an exhaust port adjacent to the point of the piston-stroke limit and a port at clearance acting alternately as exhaust and inlet port,

a'valve in said offset common to said ports for causing the initial exhaust through said first-mentioned port to reduce the temperature and pressure and for causing exhaust during the return stroke of the piston through said secondmentioned port, and

also a valve in said offset in connection with said second-mentioned port for connecting tlie'samc with a fuel and air supply during the charging stroke of the piston.

41. An internal combustion engine, comprising a piston, a cylinder formed with an offset and having an exhaust port and also a port acting alternately as exhaust and charging port, a tubular sleeve mounted in the offset of said cylinder and having openings in registration with both ports, a tu bular sleeve mounted in the offset 'for the charging valve having openings in registration with said port acting alternately as exhaust and charging port and with a source ,of- (fuel supply, a tubular exhaust valve rezaipttocr ting in said first-mentioned tubular sle ve having openings capable of registratidn with both ports and a discharge openingfjto atmosphere, and a tubular charging valve IBClPIOCaUIlg in said second-mentioned sleeve and having openings capable of registration with the port entering at clearance.

5. An internal-combustion engine comprising a piston, a cylinder formed with an offset and having an exhaust port and -a common port acting alternately as exhaust and charging port, a tubular sleeve rigidly mounted in the offset of said cylinder having an opening in registration with said exhaust port and alsohaving an opening opposite thereto to atmosphere and a series of radial openings in registration with said common poigt, a hollow cylindrical valve reciprocating in said sleeve having an opening capable of registration with said opening in said sleeve registering with said exhaust port, also an opening capable of registration with the opening opposite thereto and also a series of openings capable of registration with said series of openings in said sleeve, and means for timing and reciprocating said valve, whereby the discharge of hot and high tension gases is effected through said exhaust port direct to atmosphere, and whereby the discharge of spent gases is effected during the exhaust stroke of the piston through said common port and the tubular body of said valve.

6. An internal combustion engine com prising a piston, a cylinder formed with an otfset and having an exhaust port and a common port acting alternately as exhaust and charging port, a tubular sleeve rigidly mounted in the offset of said cylinder having an opening in registration with said exhaust port and an gpposite opening to atmosphere, and a series of radial openings in registration with said common port, a hollow cylindrical valve reciprocating in said sleeve and having an opening capable of registration with said opening in said sleeve registering with said exhaust port, an opening capable of registration with said opening opposite thereto and a series of radial openings in. said valve capable of registration with said series of radial openings in said sleeve, a second tubular sleeve mounted in like manner and having a series of radialopenings in registration with said of fuel and air supply, and means for tim common port and an opening to a source of ing and actuating sa d valves. 10 fuel and air supply, and a reciprocating tu- Witness my hand in the presence of two ARTHUR A. LAZEER.

bul-ar valve therein having a series of radial witnesses.

openings capable of registration-With said I series of radial openings in said sleeve 'and' 'Witnesse's: an opening capable of registrationwith said CARL C. OAMIN, opening in said sleeve leading t j'a sonrce JOSEPHINE WIETIG.

Games; in? was patent may be obtained for five cents each, by addressing the Commissioner of Patents,

' Washlngten, D. (133- 

